Railway vehicle



J. G, BLUNT RAILWAY VEHICLE Feb. 1'4', 1939.

Filed Dec. l2, 1936 4 Sheets-Sheet l b J M :y

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INVENTOR JZ/wes GBA/m7' BY f ATA' RN Feb. 14, 1939. J, G. BLUNT RAILWAYVEHICLE Filed Deo. l2, 1956 4 Sheets--Sheefl 2 INVENTOR 12m/zes Z/Mn?LAT ORNEY mv. mm.

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Radi- J4 G. BLUNT Feb.. M5, 1939.

RAILWAY VEHICLE 4 Sheets-Sheet 4 Filed Deo,

INVENTOR JEM/fes GB/unf BY www A O NEY Patented Feb. 14, 1939 PATENTOFFICE RAILWAY VEHICLE James G. Blunt, Schenectady, N. Y., assgnor toAmerican Locomotive Company, New York, N. Y., a corporation of New YorkApplication December 12, 1936, Serial No. 115,490

10 Claims.

This invention relates to railway vehicles, and more particularly to arailway vehicle comprising a superstructure and a supporting structuretherefor having the capacity, under service conditions, of producingundesirable movements of said superstructure in a vertical direction,and the invention comprises resistance means operating to prevent orminimize these undesirable movements.

The invention has to do more particularly with locomotives of either theelectric or steam type, but is also applicable to locomotive tenders andrailway cars.

The invention is illustrated by the embodiments shown, mostlydiagrammatically, in the accompanying drawings, wherein Fig. 1 is a sideelevation of a forward portion of a steam locomotive of the articulatedtype, showing features of the present invention, the superstructurebeing shown fragmentally; Fig. 2 is a View, similar to Fig. 1, of a rearportion of the locomotive; Fig. 3 is an enlarged plan view of a part ofthe locomotive of Fig. l, showing the articulation and the resistancemeans provided at this location; Fig. 4 is a r sectional view taken onthe irregular line IV-IV of Fig. 3, a wheel and its axle being indicatedin dot and dash lines; Fig. 5 is a sectional View taken on the line V--Vof Fig. 3; Fig. 6 is an enlarged elevation oi a part of the forwardtruck of Fig. l, showing a part of the spring supported bolster and. theresistance means provided at this location; Fig. '7 is a half plan Viewof the parts shown in Fig. 6; Fig. 8 is a half section taken on the lineVIII- VIII of Fig. 6; Fig. 9 is a fragmental sectional view taken on theline IX-IX of Fig. 6; Fig. 10 is a side elevation of a different type ofsteam locomotive showing an exemplication of the present invention; Fig.l1 is an enlarged elevation of a part of the rear truck of 10 showing apart of the spring supported frame, supporting journal box, springrigging and the resistance means provided at this location; Fig. l2 is asectional view taken on the line XII-XII of Fig. 11; and Fig. 13 is asectional view taken on the line XIII--XIII of Fig. 11.

in nearly all types of railway vehicles, particularly in the case oflocomotives with which the present invention is exemplied in theaccompanying drawings, easy riding of the superstructure is materiallyinterfered with by forces created in the supporting structure which tendto produce undesirable up and down movements, tilting and oscillationsof the superstructure. These undesirable forces originate in variouscauses,.and are closely associated with the par- (Cl. U15-175) ticular`construction of the supporting structure, and also with its variousconnections, and particularly with its connection, as a Whole, with thesuperstructure.

As illustrations of various of the causes, may be mentioned the effecton the supporting structure produced by the inequalities (high and lowspots) in the tracks over which the vehicle passes; the normal action ofthe springs of the spring rigging supportingly connecting various of theparts with other parts tending to raise and lower or tilt the supportedparts, transmitting corresponding and undesirable movements to thesuperstructure; the abnormal action of the aforesaid springs caused bythe inequalities in the road bed; the action of the main connecting rodsof the engine which, due to their angular and reciprocatory movements,produce forces having vertical components applied alternately at thecross-heads and main drive wheels, which have a tendency to createtilting or oscillatory movements of the frame structure to which thecrossheads are slidably connected; and themanner of connecting thesupporting structure to its associated supported structure. Furtherreference will be made to these features during the detailed descriptionof the invention.

Referring irst to Figs. 1 to 9 inclusive by way of exemplication, hereis shown a conventional type of articulated steam locomotive, commonlyknown as the Mallet type, indicated generally by the reference numerall. This present type comprises two adjacent engine trucks, namely aforward engine truck 2 and a rear engine truck 3.

The forward engine truck comprises a pedes- L.,

talled main frame 4, journal boxes 5 vertically movable relative to theframe, drive wheels 6, axles 'l `for the drive wheels journalled in theboxes, a spring rigging 8 connecting the frame 4 with .the journal boxesfor support thereby (the term spring rigging being used throughout thedescription and claims as including in the respective instances that onboth sides of the structure in connection with which it forms a part),steam power cylinders 9 supported by the frame at the outer end portionthereof, piston rods I0 for the pistons (not shown) of the cylinders,crossheads Il, guides I2 therefor carried by the frame, main connectingrods I3 connected to main crank pins I4 of the third pair of driveWheels 6, and side rods l5 connected in the usual way to the respectivedrive Wheels 6.

The rear engine truck comprises a pedestalled main frame 4', journalboxes 5 vertically movable relative to the frame, drive wheels 6', axles1 for the drive wheels journalled in the boxes, a spring rigging 8connecting the frame 4' with the journal boxes 5 for support thereby,steam power cylinders 9', a cylinder saddle I6 supported by the frame 4at the outer end portion thereof, piston rods l0 for the pistons (notshown) of the cylinders S', cross-heads l l', guides |2 therefor carriedby the frame 4', main connecting rods |3 connected to main crank pins I4of the third pair of drive wheels 6', and side rods I5' connected in theusual way to the respective drive wheels 6.

The adjacent ends of the two frames are joined by a flexible connectionof usual construction except insofar as it is modied in accordance withthe present invention, as will later more fully appear. This connectionpermits the frame 4 of the forward truck to move vertically relative tothe adjacent end of the frame 4 of the rear truck, or to tilt oroscillate in a vertical plane extending longitudinally of the locomotivewhereby its end adjacent the end of the frame 4' moves in a verticaldirection relative thereto.

The boiler I8 and its cab I9 which `form the superstructure in thepresent instance are secured to the frame 4 in the usual manner, theboiler being xedly secured to the forward end of this frame by means ofthe saddle I6. The forward portion of the boiler is supported upon theframe 4 at a location intermediate the ends 0f this frame by interposedmeans 20 of usual construction. 'Ihe means 20 comprises an upper partrigidly secured to the boiler and having a bearing plate 2| and a lowerpart secured to the frame 4 having a plate 22 supporting the plate 2| topermit relative sliding movements therebetween in a direction transverseof the locomotive. Clasps 23, disposed at the front and rear sides ofthe plates, prevent excessive vertical movement between the plates buthave sufiicient clearance at the top of the plate 2| to allow for alimited degree of tilting of the lower plate relative to the upper plateand consequently a limited degree of tilting or oscillating of the frame4 relative to the boiler which, due to the location of the plates andthe length of the frame 4, produces considerable movement in a verticaldirection of the end of the frame 4 adjacent the end of the frame 4.

The flexible connection Il, according to the present invention,comprises a horizontal bar 24 which has connection at its rear end withthe frame 4' through intervention of the casting forming the cylindersaddle I6. This casting comprises a housing 25 into which the rear endportion of the bar 24 extends. A vertical pin 26 extends through the barand through the adjacent upper and lower walls of the housing and isheld in place by the head 2'. and the adjacent lock pin 28 secured inlugs 29 formed on the casting. The bar 24 is connected to the pin 26 bymeans of the spherical bushing 3U which provides universal movement ofthe bar relative to the pin. The bar at its forward end is furcatedproviding three furcatio-ns 3 I. An arm 32 extends upwardly from themiddle furcation for a purpose later to appear. The bar has connectionat its forward end with the frame 4 through intervention of a casting 33which is disposed between side members 34 forming part of the frame 4,the casting being secured to the side members 34 by bolts 35. Thecasting at its rear end portion is furcated providing four furcations 36and three slots 31, the slots receiving respectively the threefurcations 3| of the bar 24.

Aligned horizontal orifices are provided in the furcations 3| and 33 andin the side members 34 and a pin 38 extends through these orices,thereby rmly securing the bar 24 to both the casting 33 and side members34 of the frame 4 for vertical pivotal movement about the pin 38. Itwill thus be seen that whatever movement there will be of the inner endof the frame 4 (the end to which the bar 24 is secured) in a verticaldirection relative to the adjacent end of the frame 4', whether producedby vertical movement or tilting or oscillating movement relative to theboiler of the frame 4, will produce a corresponding tilting movement ofthe bar 24 and therefore a corresponding swinging or oscillatingmovement of the upper end of the arm 32, whereby this end of the arm 32will move relative to both the frames.

While various types of resistance devices may be employed in thedifferent localities shown in the drawings, including those employingresisting springs, the resistance devices in the present instance havebeen exemplied as friction resistance devices, as these will give themost satisfactory results in minimizing or dampening the Variousmovements which they are directed to aifect. The frictional resistancedevice at the location of the arm 32, which is indicated generally bythe reference numeral 39, is of the sliding type.

The casting 33 is provided at its forward end with a longitudinallyextending rectangular recess 40 and a pair of downwardly projectingcylindrical spring pockets 4|. A cover plate 42, provided with a similarrecess 43, covers and registers with the recess 40 and is secured to thecasting by bolts 44, the two recesses thus forming a chamber.Rectangular openings are formed in the end walls of the chamber and theflat end 45 of a bar 46 extends through these openings, projectingoutwardly therefrom at both ends of the chamber, the rear end of the barbeing slotted to receive the free end of the arm 32. The bar and arm arepivotally connected by a pin 41 whereby the bar is correspondingly movedby the arm during its movements, all movements of the bar beingconfined, by its connection with the arm and walls of the chamber, tomovements longitudinally of the vehicle.

A sheet 48 of the usual fibrous material suitable to provide frictionalresistance, is disposed in the chamber between the top face of the flatend 45 and the bottom face of the plate 42. A similar sheet of materialis placed opposite the rst sheet adjacent the lower face of the flat end45, and a metal plate 49 is interposed between this last mentioned sheetof material and the bottom of the chamber.

A metal disc 5G is disposed in each pocket 4| at the bottom thereofbetween which disc and the plate 49 is disposed a helical compressionspring 5|. An adjusting screw :'52, provided with a lock nut 53,projects upwardly through the bottom wall of each pocket, bearing at itsupper end against the disc 50 for regulating the compression of thespring, whereby the proper degree of frictional resistance afforded bythe resistance material against movement of the bar 46 may be attained,it being understood that the end slots or openings through which the barpasses are of a height-to provide sufficient clearance above the bar topermit of this regulation.

It will thus be seen that any movement of the frame 4 in a Verticaldirection, whether a tilting or an oscillatory movement about the jointbelll] tween the plates 2| and 22, or merely an up and down movement,which may result from causes such as action of the spring rigging 8,uneven road bed, or action of the connecting rods |3, will be resistedor cushioned by the frictional resistance device for, as previouslystated, any such movement will cause a corresponding movement of the arm32, which movement of the arm, and consequently the correspondingmovement of the frame 4, will be resisted in proportion to thecompression of' the springs 5|.

While the preferred embodiment of the invention for the location at theflexible connection has been described, it will be appreciated that itis only necessary to secure the bar 46 at its rear end to some part ofthe locomotive, such for instance as the rear engine truck 3 whichalways moves relative to the frame 4 during any of the said movements ofthe frame 4. Likewise while the resistance device has been located onthe frame 4 the invention, in its broader aspects, contemplates itslocation on the frame 4.

A leading truck 54 is disposed beneath the forward end portion of theframe 4 and comprises a frame 55 supported on. pairs of wheels 56 ateach end thereof, a bolster 51, and a spring rigging 58. The springrigging 58 is not shown in the diagrammatic drawings, Figs. 1 and 2, butis shown in the detailed drawings of this portion i of the truck, Figs.6 to 9 inclusive, the truck being of a conventional type. The springrigging comprises a pair of semi-elliptic springs 59 which, at theircenter portions, support the bolster at the opposite sides thereof andwhich are supported, at their ends, by the fra-me 55 by means of thehangers 68, thereby permitting the frame 55 to tilt relative to thebolster. The bolster is connected to the frame 4 through theintervention of a center pin 6 I, formed on the casting comprising thecylinders 9, a center plate 62 supported on the bolster by the lateralmotion resistance and centering rollers 63. The flexing of the springs59 and the tilting of the frame 55 when the leading truck passes overuneven track produces upward forces against the bolster and consequentlythe forward end of the frame 4, tending to produce up and down movementof the forward end of the frame 4. In fact any violent action set up inthe springs 59 will produce a corresponding undesirable movement of theforward end portion oi the frame 4. Any such movement of the forward endportion of the fra-me 4 will produce a corresponding movement at therear end of the frame which will be resisted by the friction resistancedevice 39.

To overcome or minimize these undesirable movements of the frame 55 andthe springs 59 use is made of resistance means at this location. In thepresent instance a frictional resistance device 64 of the rotary type isemployed at each side of the bolster. The resistance device comprises aplate 65, which in the present instance forms part of the frame 55, apin 66 secured in the plate 65, a plate 61 non-rotatably mounted on thepin 66 to slide relative thereto, the plate having a square hole and thepin being squared adjacent the hole to provide for this, a hub 68 formedon the plate 61 and extending toward the plate 65, a metal plate 69spaced from the plate 65, a metal plate spaced from the plate 69 andfrom the plate 61, discs 1|, formed of brous material, affordingfrictional resistance to rotation of the plates 69 and 1|) interposed inthe respective spaces, a helical compression spring 12 mounted on theouter end of the pin 66 with its inner end adjacent the plate 61 at thehub portion thereof, a spring retaining washer 13 mounted on the pin 66,and an adjusting nut 14 threaded on the end of the pin 66 adjacent thewasher for adjusting the degree of compression of the spring andconsequently the amount of frictional resistance offered by the discs1|. The plate 69 is provided with an ear 15 extending from the left sidethereof, as viewed in Figs. 6 and 7, and the plate 10 has a similar ear16 extending fro-m its right side as similarly viewed. The bolster has adownwardly extending lug 11 for each of the ears, and the lugs areexibly connected to their respective ears by links 18.

It will thus be seen that any relative movement between the frame 55 andthe bolster and consequently the forward end portion of the frame 4 (thebolster being of the usual type that is held against movement relativeto its frame in a direction longitudinally of the frame), whether of atilting or oscillatory nature, or whether merely vertical, will tend toproduce rotation of the plates 69 and 18 relative to the discs 1I, whichmovement will be resisted by the discs, and thus any undesirablemovement of the outer end portion of the frame 4 will be prevented orminimized. It will also be noted that the resistance devices 64 and 39will cooperate to prevent or minimize all the undesirable movementsbefore mentioned of the boiler, thereby materially adding to its ridingproperties.

In the foregoing description the invention has been described moreparticularly in connection with a locomotive having articulated mainframes and while it has been described in connection with a steamlocomotive having but two main frames it will be understood that it alsoapplies to electric locomotives of this type and to locomotives havingmore than two articulated frames, although in the case of an electriclocomotive, there being no main connecting rod, the objectionablecharacteristic of this feature will not be present.

The following description will be confined principally to the type oflocomotive having a through main frame, that is to say a single mainframe, and to a steam locomotive although it will be understood that itapplies generally to an electric locomotive with the reservation as tothe main connecting rod. Such a steam locomotive, of a conventionaltype, is shown in Figs. l0 to 13 inclusive, and comprises briey a mainframe 19, drive wheels 86, cylinder saddle and power cylinders 8 pistonrods 82 for the pistons (not shown), cross-head 83 slidable in guides 84carried by the frame 19, main connecting rods 85 connected to main crankpins 86 on the second pair of drive wheels 80, side rods 81, a boiler 88and cab 89 supported on the frame 19, the cylinder saddle affordingsupport for the boiler at the forward end thereof, a leading truck 90,and a trailing truck 9|.

A frictional resistance device 92 is located on the truck 98 and thetruck, its connection with the frame 19, and the resistancedevice 92are, in all essential particulars, similar to those already described inconnection with the articulated locomotive, and no further descriptionis therefore deemed necessary.

The trailing truck 9| comprises a pedestalled frame 65, journal boxes 94mounted in the pedestals for vertical movement relative to the frame, aspring rigging 95 having springs 96 mounted on the boxes, levers 91 and98 fulcrumed to the frame .93 and hangers 99 connecting the inner l endsof the springs to the levers 91, the outer ends of the forward springsto the levers 98, and the rear ends of the rear springs directly to theframe 93. The levers 98, at their forward ends are connected to hangersor links Vwhich are connected to the remainder of the spring rigging inthe usual manner, it being understood that the axles of the drive wheelsare mounted in the usual way in vertically movable journal boxes whichsupport the springs of the spring rigging, these features not beingshown as they are common to all locomotives of this type.

The resistance means in the present instance comprises a lrictionalresistance device |0| located at each of the boxes. The frictionalresistance device is, in all essential particulars, similar to thefrictional resistance device 92 except that the ears of the discs areconnected by links |02 to ears |93 formed on the top of the adjacent boxat each side thereof. The truck 9| is pivotally connected at |04 to theframe I9 and the frame 'i9 is mounted at |05 upon the rear end of thetruck for lateral'mcvement relative thereto at this end. The frictionalresistance devices 92 function similar to the rictional resistancedevices 64 to prevent or minimize the various undesirable movementsbetween the frame and bolster of the truck 90 and the correspondingtransmitted movements of the boiler. And the frictional resistancedevices prevent or minimize all the undesirable movements between theframe 93 and the boxes 94 and the corresponding transmitted movements ofthe boiler, and furthermore the frictional resistance devices at eachend of the frame 19 cooperate to assist each other in preventing orminimizing such undesirable movements.

A trailing truck |06 is employed in the articulated locomotive of Figs.1 and 2, and is, in all particulars, similar to the trailing truck 9|except that frictional resistance devices similar to the devices are notshown in connection with the truck. But it will be understood that suchfrictional resistance devices may be employed with the truck |06 andwill function in a manner similar to the devices IUI. The spring rigging8 extends throughout the truck |06 and it will be understood that thespring rigging, journal boxes for the drive wheels and associated parts,of the locomotive of Fig. 10 are, in all essential particulars, similarto the spring rigging 8 and associated parts of the rear engine truckshown in Fig. 2.

While there have been hereinbefore described approved embodiments ofthis invention, it will be understood that many and various changes andmodications in form, arrangement of parts and details of constructionthereof may be made without departing from the spirit of the inventionand that all such changes and modications as fall within the scope ofthe appended claims are contemplated as a part of this invention.

The invention claimed and desired to be secured by Letters Patent is:

l. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure; means, flexibly connecting saidframes at their adjacent end portions, adapted to permit said endportions to move in a vertical direction relative to each other and tosimultaneously effect longitudinal movement of saidframes relative toeach other; and a device comprising parts adapted for relative movementhaving operative connections with said frames to effect their saidrelative movement throughout said relative vertical movement, said partshaving uniform and constant frictional engagement to resist their saidrelative movement to elect uniform and constant resistance to saidrelative vertical movement of said end portions therethroughout.

2. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion oithe weight of said superstructure; means, flexibily connecting saidframes at their adjacent end portions, adapted to permit said endportions to move in a vertical direction relative to each other and tosimultaneously effect longitudinal movement of said frames relative toeach other; and a device comprising parts adapted for relative movementhaving non-resilient operative connections with said frames to effecttheir said relative movement throughout both said vertical and saidlongitudinal relative movements, said parts having uniform and constantfrictional engagement to resist their said relative movement to effectuniform and constant resistance to said relative vertical movement ofsaid end portions therethroughout.

3. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure; means, eXibly connecting said framesat their adjacent end portions, adapted to permit said end portions tomove in a vertical direction relative to each other, said means beingadapted to move relatively to at least one of said frames during saidrelative movement of said frames; and a resistance device connected tothe said one of said frames and to said means for oiTering resistance tosaid movement of said means whereby said relative movement of saidframes is resisted.

4. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure; means, exibly connecting said framesat their adjacent end portions, adapted to permit said end portions tomove in a vertical direction relative to each other, said means beingadapted to move relatively to at least one of said frames during saidrelative movement of said frames; and a frictional resistance deviceconnected to the said one of said frames and to said means for offeringresistance to said movement of said means whereby said relative movementof said frames is resisted.

5. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure; means, exibly connecting said framesat their adjacent end portions, adapted to permit said end portions tomove in a vertical direction relative to each other, said means havingconnection With said frames to permit said means to tilt in a verticalplane during said movement; an arm rigid with said means extending in avertical direction; and a resistance device having operative connectionwith the free end of said arm and with one of said frames for oieringresistance to said tilting of said means whereby said relative movementof said frames is resisted.

6. A locomotive comprising a truck having a frame, wheels, and a springrigging flexibly supporting said frame upon Said wheels; another truck,adjacent said rst mentioned truck, having a frame and supporting wheelstherefor, the frame of said rst mentioned truck being movable in avertical direction at its end portion adjacent the frame of saidadjacent truck relative to the frame of said adjacent truck duringfiexure of springs of said spring rigging; a superstructure, each ofsaid frames supporting a portion of the weight oi said superstructure;means, flexibly connecting said frames at their adjacent end portions,adapted to permit said relative movement and to simultaneously effectlongitudinal move'- ment of said frames relative to each other; and adevice comprising parts adapted for relative movement havingnon-resilient operative connections with said frames to effect theirsaid relative movement throughout both said vertical and saidlongitudinal relative movements, said parts having uniform and constantfrictional ensagement to resist their said relative movement to effectuniform and constant resistance to flexing of saicl springs.

7. A locomotive comprising adjacent Wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure, one of said frames supporting, at alocation intermediate its ends, its portion of said Weight; means,interposed at said location between the frame adjacent thereto and saidsuperstructure, supported upon said adjacent frame and supporting saidsuperstructure adapted to permit said adjacent frame to tilt relative tosaid superstructure in a vertical plane extending longitudinally of saidlocomotive, thereby moving the end of said tiltable frame adjacent theframe of said adjacent truck in a vertical direction relative to saidframe of said adjacent truck; means flexibly connecting said frames attheir adjacent end portions adapted to permit said relative movement andto simultaneously effect longitudinal movement of said frames relativeto each other; and a device comprising parts adapted for relativemovement having non-resilient operative connections with said frames toelfect their said relative movement throughout both said vertical andsaid longitudinal relative movements, said parts having uniform andconstant frictonal engagement to resist their said relative movement toeffect uniform and constant resistance to said tilting.

8. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe Weight of said superstructure, one of said frames supporting, at alocation intermediate its ends, its portion of said weight; meansinterposed at said location between the frame adjacent thereto and saidsuperstructure, supported upon its said adjacent frame and supportingsaid superstructure adapted to permit its said adjacent frame to tiltrelative to said superstructure in a vertical plane extendinglongitudinally of said locomotive, thereby moving the end of saidtiltable frame adjacent the frame of said adjacent truck in a verticaldirection relative to said frame of said adjacent truck; means, flexiblyconnecting said frames at their adjacent end portions, adapted to permitsaid relative movement; a resistance device having operative connectionwith said frames to resist said relative movement and to thereby resistsaid tilting; and a truck disposed beneath the end portion of saidtiltable main frame opposite its said flexibly connected end portioncomprising a bolster supporting frame,

wheels supporting said bolster supporting frame at each end portionthereof, a bolster transmitting weight of said tiltable main frame tosaid bolster supporting frame, said bolster being located intermediatethe ends of its said supporting frame and adapted to permit its saidsupporting frame to tilt relative to said main tiltable frame in avertical plane extending longitudinally or said locomotive, and aresistance device having operative connection with said bolster and withits said supporting frame to resist said tilting of its said sup-portingframe.

9. A locomotive comprising adjacent wheeled trucks, having separate mainframes; a superstructure, each of said frames supporting a portion ofthe weight of said superstructure, one of said frames supporting, at alocation intermediate its ends, its portion of said weight; meansinterposed at said location between the frame adjacent thereto and saidsuperstructure, supported upon its said adjacent frame and supportingsaid superstructure adapted to permit its said adjacent frame to tiltrelative to said superstructure in a vertical plane extendinglongitudinally of said locomotive, thereby moving the end of saidtiltable frame adjacent the frame of said adjacent truck in a verticaldirection relative to said frame of said adjacent truck; means, flexiblyconnecting said frames at their adjacent end portions, adapted to permitsaid relative movement; a resistance device having operative connectionwith said frames to resist said relative movement and to thereby resistsaid tilting; and a truck disposed beneath the end portion of saidtiltable main frame opposite its said flexibly connected end portioncomprising a bolster supporting frame, a pair of wheels supporting saidbolster supporting frame at each end portion thereof, a bolstertransmitting weight of said tiltable main frame to said bolstersupporting frame, said bolster being located intermediate said pairs ofwheels, a spring rigging flexibly connecting said bolster with its saidsupporting frame adapting said bolster and. said end portion of saidmain frame supported thereby for movement in a vertical directionrelative to said bolster supporting frame during flexing of the springsof said bolster-connectingspring-rigging, and a resistance device havingoperative connection with said bolster and with its said supportingframe to resist said relative movement of said bolster and its saidsupported main frame end portion to thereby resist said flexing of saidsprings of said bolster-connectingspring-rigging.

10. A locomotive comprising adjacent wheeled trucks, having separatemain frames; a superstructure, each of said frames supporting a portionof the weight of said superstructure; means, ilexibly connecting saidframes at their adjacent end portions, adapted to permit said Aendportions to move in a vertical direction relative to each other; and adevice comprising parts adapted for frictional relative movement carriedby one of said trucks, and means carried by said carrying truck pressingsaid parts together to produce friction between said parts during theirsaid relative movement, said parts having operative connection with saidtrucks to effect their said relative movement during said relativevertical movement whereby said relative vertical movement will beresisted.

JAMES G. BLUNT.

